Starting mechanism for compressor



Dec. 29, 1959 Filed Aug. 9, 195e E. A. wAcHsMu-rH 2,918,788

STARTING MECHANISM FOR COMPRESSOR 2 Sheets-Sheet 1 VIII/III lllWil/III', y

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ATTORNFY.

Dec. 29, 1,959 E, A, WACHSMUTH 2,918,788

STARTING MECHANISM FOR COMPRESSOR Filed Aug. 9. 1956 2 She'ets-Sheet 2,/477'ORNEY,

United States Patent Joy Manufacturing Company, Pittsburgh, Pa., acorporation of Pennsylvania vApplication August 9, 1956, Serial No.603,156

11 Claims. (Cl. 60-16) This invention relates to free-piston, internalcombustion vengine-driven compressors, and more particularly toapparatus for starting the initial cycle of operation of such machines.

Thepresent invention is particularly adapted for but not restricted to'utility with free-piston compressors of the type employing twoopposed-piston systems arranged and 'connected in counterstroke relationto each other, i.e., with the pistons of one system traveling in theopposite direction to the corresponding pistons of the other system.. Itdoes have 'special utility with diesel or other high compression motors.

In -devices o'f this general character, manual starting of the internalcombustion engine is nearly impossible either since' "the various motorpistons are not connected to a 'coimn'o'n crankshaft by rotation ofwhich the pistons can' be moved or because of the pressures encountered.In order to start yoperation of these compressors, various rnea'ns areutilized to move the opposed engine pistons of one fsy'ste'm rapidlyaway from each other in order to move the opposed engine pistons of theother system rapidly together Athereby compressing the fuel mixture inthe latter system and efecting ignition of the mixture in 'that system.An effective means for rapidly moving the moto'r pistons apart on astarting stroke has been the use lof a'spcially vmanufactured cartridgeshell fired in the engine combustion chamber and which causes theengine-pistons to be moved apart. Other means for initiating thisstroke, and of the more complicated variety, is the use of compressedair which may be injected, at a s'iiiiicieitly 4high pressure, into thecompressor system to force 'the associated pistons together.

Generally, the use of one of the foregoing methods of starting precludesthe use of the other so that in the event thel supply of cartridgeshells has depleted, 'or the cartridges on hand have become damp orotherwise unusable, the veor'npressor must remain idle until thecircumstances are altered. In some cases, especially where thecompressor is located in a relatively remote place, the availability ofanew supply of cartridges may be delayed, resulting in needless down-timeof the compressor. Similarly, the use of compressed air for starting thework cycles of the compressor may be curtailed in the event the supplyof compressed air has been depleted, or the complicated valve mechanismutilized therewith has become inoperative. Therefore it is the principalobject of the present invention to provide an auxiliary startingmechanism for a free-piston compressor without interfering with theregular starting mechanism therefor and thus insure the readyavailability of at least one starting mechanism for the compressor.

The present invention takes in one preferred embodiment, the form of acombustion chamber housing which may be suitably secured to thecombustion chamber wall for communication with one of the enginecylinders of a free-piston compressor of the type utilizing two opposedpiston-systems. The combustion housing is adapted to receive a supply ofcombustible fuel-air mixture therein '2,918,788 Patented Dec. 29, 1959ICC and asuitable ignition means is provided `for -igniting the mixturewithinthe housing. A seriesof pressure-sensitive valves are arrangedWithin the Vhousing for opening a normally closed valve permitting theexpanding. v'gases within the housing to enter the combustion chamber ofthe motor-compressor thereby effecting rapid separation of the enginepistons housed within the combustion chamber jacket. The amount of thefuel-air mixture that is allowed to be ignited in the combustion housingand the timing of the opening ofthe normally closed valve is such kas tosubstantially duplicate the' normal expansion stroke of the enginepiston in that sucient compression is attained between the enginepistons of the 'other engine cylinder for initiating normal operation ofthe compressor. The combustion housing may be permanently fastened tothe cylinder jacket and remain a part thereof without interfering withthe primary 'starting mechanism of the compressor and be readilyavailable in the event the primary device is inoperative. The' presentinvention may, however, be detached from the cylinder jacket land storedaway and be used `only during emergencies, some of which have been`discussed' above. In 'the alternative, the present invention may beutilized as' a primary starting device, as will be readily apparent.

Another object of the present invention is to provide Ian improvedfree-piston engine-compressor embodying, improved means for starting thesame, which means will efect'complete and maximum stroke of theengine-pistons affected thereby for insuring perfect starting' thereof.

@ther objects and advantages of th'e `invention will -become apparentuporrread-ing the following detailed description of the invention takenin conjunction 'with the accompanying drawings wherein:

Fig. 1 isl a fragmentary diagrammatic plan View in central longitudinalsection through a twink motor-compressor in which. the present inventionmay vbe embodied;`

Fig. 2 is a view ytaken along the lines 2 2 of Fig. 1 and shows on anenlarged scale the starting mechanism and its relationship with the twinmotor-compressor; and

Fig. 3 is an enlarged sectional View taken on lines 3 3 of Fig. 2. Nowreferring-first to Fig. 1, it will be noted that there is shown amotor-compressor comprising a twin-engine cylinder 10, only one of whichis `shown since this 'engine cylinder and the other engine cylinder (notlshown) are identical, and a` detailed description of lthe cylinder 10will suiiice. For a more detailed illustration of the motor-compressorlmechanism illustrated in vFig., 1l reference can be had to my copendingapplications Serial No. 272,019, filed February 18, 1952, now Patent No.2,775,398, issued December 25, 1956; Serial No. 285,472, filed May 1,1952, now abandoned, of which application Serial No. 634,395 is acontinuation, now matured into Patent No. 2,841,322, issued July 1,1958; and Serial No. 297,745, tiled July 8, 1952, -now Patent No.2,755,988, issued July 24, 1956.

The engine cylinder 10 has reciprocable in it incounterstroke relationto each other pistons 12, 14 which control scavenging ports 16 andexhaust openings I8. As described and illustrated in the above mentionedapplications, the four engine pistons, only two of which are shown inFig. 1, are formed as differential pistons and are coupled in pairs bydouble-armed rockers 20, 22, respectively, Vthe first pair by the rocker20 and the second by the rocker 22, so that the outward, working strokesof the pistons associated with the cylinder 10 occur with and compelinward, compression strokes' of corresponding pistons (not shown) on theother cylinder (not shown) and viceversa. The double-armed rockers 20,22 are pivoted respectively by shafts 24, 26 on the compressor frame Fand they have in xed relation to theml gear segments 28, 30 which swingin the same angular directions as their respective rockers. Thesesegments, through their mutual engagement, prevent the piston systemsfrom getting out of synchronism with each other.

The outer ends of the rockers 20, 22 are respectively provided withbearings 32, 34 surrounding pins 35, 36 which in turn are supported inbox elements 38, 40, and the box elements are slidably arranged withrespect to the several pistons. In this manner, each of the severalpistons has a relatively loose and frictionless connection with itsrespective rocker arm.

A pair of compressor cylinders 42, 44 are arranged coaxially with eachof the motor cylinders 10 and are open at their ends toward the motorcylinder but closed at their other ends by cylinder heads 46, 48. Thesecylinder heads carry and house the suction and discharge valves 50, 52.A receiver 54, suitably connected in communication with another receiver(not shown) which is associated with the other engine-compressor (notshown) is adapted to receive air that is compressed during the outwardstroke of air compression pistons 55, 56 reciprocable in the cylinders42, 44, respectively.

Any suitable fuel supply and injection system may be incorporated in theengine-compressor. However, a preferable system is disclosed andillustrated in the above mentioned application Serial No. 285,472. Toprovide for unloading of the compressor, as is conventional in machinesof this type, suitable unloading devices, generally indicated by thereference numeral S are arranged within the compressor heads 46, 4S. Apreferred arrangement for unloading the compression cylinders 42, 44 andthe fuel injection and supply means therefor is adequately disclosed andillustrated in the above mentioned application Serial No. 285,472. Inview of the full discussion in that application there need be noextended discussion of the fuel injection and supply means and theunloading mechanism in the present application.

Referring now to Fig. 2 it will be noted that the combustion cylinder issurrounded by a combustion lining 60 which is suitably mounted in theframe F. A bore 62 is formed in the frame F at the midpoint,longitudinally of the cylinder 10, and is adapted to mount a chamberstructure 64 communicating with the mid-point of the motor cylinderbore, and having suitable firing mechanism (not shown) associated withit. A small cartridge, provided with a correctly measured powder charge,is inserted in the structure 64, and serves normally as the primarystarting device for the motor-compressor system. It will be apparentthat during a normal starting cycle, the powder charge is ignited,thereby forcing the pistons 12, 14 apart while compressing the airbetween the pistons in the other motor-compressors thereby causing anexplosion of the fuel injected at the end of the compression stroke intothe compressed air, trapped between the engine pistons and initiatingnormal operation of the machine.

It will be apparent during normal operation that each time the variousengine pistons uncover their associated exhaust and scavenging portswhich they control, exhaust and scavenging will be automaticallyeffected, and, upon the compression stroke of the engine pistons, newcharges of air will be compressed and upon fuel injection, new workingstrokes will be caused to take place, and running will be continuedunder the control of the apparatus, much of which is described in myapplication Serial No. 285,472, above referred to. The frame F is alsobored at 66 for mountingr a suitable injection nozzle 68 which isadapted to communicate with the cylinder 10 through a bore 70 formed inthe lining 60.

Mounted below the frame F is a starting mechanism generally indicated bythe reference numeral 72 which serves as an auxiliary source ofexpansive power for driving the pistons 12, 14 apart for a startingoperation. The starting mechanism comprises a combustion housing '74 fora combustion space S, and is preferably of cylindrical construction,having a nipple 76 formed integrally on an end wall thereof and in axialalignment therewith. The nipple 76 is threaded at the extreme endthereof for engagement in a tapped bore 78 formed in the cylinder lining60. The shank portion of the nipple 76 is adapted to be positioned in awell 80 formed in the frame F, and suitable packing 82 and an O-ring 84are provided to prevent the escape of gases from the cylinder 10, andwater leakage respectively, as will be readily understood.The other endof the housing 74, remote from the nipple 76, is closed by a cylindricalbase block 86 having a portion 8S of reduced diameter for partialinsertion into the housing. A shoulder 90 is provided on the block 86and is adapted to abut the end of the housing 74 and to serve as aretaining flange for a fitting 92 which is threadedly engageable with athreaded portion 94 formed on the housing. ln this manner, the block 86may be detached from the housing 74 for replacement and maintenance ofthe `control mechanism to be described hereinafter.

The block 86 is centrally bored at 96 to form a cylindrical chamber 9Sfor a piston 100 having a protruding rod 102 extending axiallytherefrom. The rod 102 projects interiorly of the chamber 98, through anopening 104 and into the interior of the housing 74. Upon movement ofthe piston upwardly, the rod 102 is adapted to abut the end of a valvestem 106 in axial alignment therewith, but is normally spaced a shortdistance from the end of the stem 106 by a light coil spring 107 held incompression between one wall of the chamber 98 and the top surface ofthe piston 100. The block 86 is counterbored at 108 concentrically ofthe chamber 93 for supporting a plug member 110 which serves to limitthe outward movement, or downwardly, as viewed in Fig. 2, of the piston100 under the bias of the spring 107. The plug member 110 is locked inposition between a shoulder 112 formed in the block 86 and one wallsurface 114 of a cover plate 116 secured to the end of the block 86 byany suitable means. A suitable passageway may be provided in the block86 for venting the chamber 98 to atmosphere during the upward movementof the piston 100 as will be apparent.

A valve member 118 is provided on the other end of the stem 106 and isadapted to cooperate with a valve seat 120 formed on the inner surfaceof the nipple 76 for controlling communication between the cylinder 10and space S defined by the housing 74. As shown in Figs. 2 and 3, thevalve stem 106 is guided for axial movement by a spider frame 122mounted in the nipple 76 and having a cylindrical bearing 124 forslidably receiving the stem 106. The legs 126 of the spider 122 aresecured in the nipple 76 between an annular shoulder 123 formedinteriorly thereof and a retaining washer 130 rigidly secured in anannular groove 132 formed in the end wall of the housing 74. It will beapparent that the spaces between the spider legs 126 will permit theflow of combustion gases from the housing 74 and through the nipple 76.

Lifting of the valve member 11S from its seat 120 is limited by theengagement of a lock washer 134 secured to the valve stem 106, and oneside of the frame 122. A similar lockwasher 136 is secured to the valvestem 106 at a point intermediate the position of the washer 134 and theend of the stem adjacent the rod 102. A sleeve 138 and a sphericalshaped collar 140 encircle the stem 106 between the washers 134 and 136and are locked against axial movement with respect to the stem by thewasher 136 and a shoulder 142 formed on the stem 106 adjacent the washer134. As previously stated, the valve member 118 is normally biased uponits seat and to this end there is provided a coil spring 144 held incompression between the washer 130 and the annular flange 146 of aspring-retaining cup 1425 which is encircled by the spring 144. The cup14S is inverted and is provided with an opening 150 inthe bottom portionthereof and the latter is bounded by a circular ledge for engaging thespherical surface or 'the collar 140. The diameter of the circular edgeof the opening 150 is made slightly less than the outer diameter of thecollar 140 thereby preventing the axial movement of the cup 148 in onedirection but allowing limited rocking movement about the collar 140.Movement of the valve stem 106 in a direction to lift the valve member118 from its seat 120 is opposed by the spring 144 since the cup 148 isAanchored for movement with the stem 106 in this directionby the lockwasher 136 andl the elements 138, 140.

The block 86 is also provided with a chamber 152 for receiving apressure -actuated mechanism generally indicated by the referencenumeral 154. The pressure actuated mechanism comprises a plunger 156having a collar 158 secured thereto and intermediate the ends thereof.The upper portion 160 of the plunger 156, as viewed in Fig. 2, isadapted toslide ina bore y162 formed in the block 86 and connectedbetween the chamber 152 and the interior o-f the housing 74, while thelower portion 164 of the plunger extends into the chamber 152. Thecollar 158 limits the upward travel of the plunger 156 by its engagementwith an end wall 166 of the chamber `152. Projecting radially upwardly ashort distance into the chamber 152 are a vplurality of abutments 168and these serve to support a guide spool 170 having an aperture formedcentrally thereof for receiving and guiding the axial movement of thelower portion 164 of the plunger 156. A coil spring 172 encircles thelower portion 164 and vis held in compression between the lower surfaceof the collar 158 and the upper surface of the guide spool 170. It willbe apparent that the parts of the pressure actuated mechanis-rn 154, soyfar described, are normally in the position shown in Fig. 2 under thebias of the spring 172.

Mounted on the cover plate 116, in any suitable manner, is a normallyopen micro-switch 174, preferably of the single-pole, single-throw type,having the usual terminals 176, 178 mounted thereon for connection in anignition circuit to be described hereinafter. The switch 174 alsoincludes an actuating rod 180 which when moved inwardly into the switch174, or downwardly, as viewed in Fig. 2, will close the contacts (notshown) inthe switch. The plunger 156, when moved a sucient distanceagainst the bias of the spring 172 serves to abut and move the rod 180for closing the switch 174, and, as it will be obvious, the returnmovement of the plunger 156 will permit opening of the switch. Suitablevent passages may be formed in the block 86 or the coverplate 116 forallowing the egress and ingress of air to thefchamber 152 during theraising and lowering of the collar 158.

The contacts 176, 178 are connected in a series circuit with `a battery182, the primary winding of a step-up transformer 134 and a suitable'interrupter 186. The high voltage secondary winding of the transformer184 is connected in series with a spark plug 188 threadedly secured in atapped bore 190 formed in one wall of the combustion housing 74. It willbe apparent that this circuit isof the usual type for internalcombustion engine ignition ,purposes and any other suitable circuit maybe utilized for causing sparking of the spark plug 188. lt will also beapparent that the closing of the switch 174 by the actuation of theplunger 156 will suice for supplying the necessary high voltage to thespark plug 18S.

As previously stated, `the valve member 118 is normally held in a closedposition thus preventing communication between the chamber and thecombustion space S of the housing 74. ln order to trigger the movementof the valve member 118, there is provided a pressure sensitivetriggering mechanism generally indicated by the reference numeral 192.This mechanism is housed in an elongated chamber 194 formed in the block86 and communicable y'with-the housing 74 Ithroughfa bore-196,

and includes `a slide -valve member -1'98 extending `along thelongitudinal axis of the chamber 194. AThe slide valve 198 is provided`with-a needle valve member-'200 which is adapted to be projected,partially into`the bore 196 in one position of the yvalve member 198for closing communication between the space S and the chamber 194, andto be moved out of the bore l196 to establish this lcommunication inanother position of the valve member 198. The slide valve member 198 isprovided with three lands 202, 204, `206, spaced ylongitudinallythereof, for guiding movement of 'the valve ymember along the walls ofthe chamber 194. The land 204 also serves to close on or vent to thechamber 96 andthe land 206 serves as a pressure area as will presentlyappear. A passageway 208 is formed vdiagonally through the land 202 forpermitting the fiow yof gases, as will -be described later, between thespaces on either yside of the land -202 and a passageway 209 is formeddiagonally through the land 204 for permitting the flow lof 'gases .fromthe space between the lands 202, 204 to a groove 210 which separates theland 204from the land V206. The groove 210 is normally in communicationwith atmosphere through a passageway 212 formed in the block 86 when thevalve member 198-is in a position wherein the needle portion200 isprojected in the bore'196. However, the groove 210 will be closed toatmosphere in the event the valve member 198 is lowered sufciently forthe land 204 to slide across-and close off the passageway 212. Apassageway -213 in the block 86 connects the chamber 96 with the chamber194 and is in communication therewith for all positions of the lands202, 204'of the slide valve Ymember 198.

The end of the land 206 is centrally bored at 214 for receiving a thrustpin 216 which is adapted to be received in a depression Aformed in aretaining disc 218. A coil spring 220 is held in compression between thedisc 218 and a suitable screw adjusting device '222 and serves tonormally bias the v alve member 198 into position wherein the passageway212 is open to the groove 210 and consequently the `space between thelands 202, 204, and the needle valve 200 is projected into the bore 196.

To complete Ythe starting mechanism, the combustion space S is adaptedto receive a mixture of fuel and air under pressure, and, to this'end,-one wall of the housing 74 is threadedly bored at -224 foraccommodating a tting 226 of a fuel supply line-228. Any suitable sourceof vfuel-air mixture may be yutilized but preferably one that is capableof supplying the mixture at a pressure upwards of p.s.i. Such a sourcemay include an -airpump having the discharge thereof connected to asuitable metering-mixing device, for mixing the fuel and thethroughpassing air before entering the supply line 228. A ycheck valve230 is interposed between the supply and the housing 74 for preventingthe flow of burned fuel mixture to the source of fuel supply, as will beapparent.

Operation With the parts in their respective positions as shown in Fig.2, the starting apparatus of the present invention is disposed for astarting operation. At this point it may be well to state `the relativestrengths of the various springs utilized in the present invention andthe effect of their strengths upon their respective mechanisms. It is tobe understood that the designated pressure requirements of thisdescription have been arbitrarily chosen, and that 'it is therelationships between the elements described that account for the properfunctioning of the present invention. It will be assumed that the normalcompression pressure in the engine cylinder 10 during normal operationof the compressor is approximately 800 to 1000 p.s.i. and the peakcombustion pressure under full load approximately 2000 p.s.i. Thepressure to be developed in the space S may be considerably less thanthatpressure required for diesel action inthe compressor,

however, in this'instance, the amount of expanding gas inthe space S,after ignition, must be relatively large. The size of the startinghousing 74 is such that the mean pressure of the expanding gas developedtherein times the piston displacement between the starting positionthereof and the exhaust port openings equal the same amount of work asperformed at the next following expansion stroke caused by the firstdiesel ignition.

' The spring 220 for the pressure sensitive triggering mechanism 192 ispreferably of a strength slightly exceeding 100 p.s.i., or of a strengthto maintain its extended condition for all pressures of the fuel mixturebefore combustion thereof. On the other hand, the spring 172 for thepressure switch mechanism 154 is adapted when compressed toapproximately 1GO p.s.i. to effect closure of the switch 174. The spring144i for the valve member 118 is relatively strong, being adapted tomaintain seating of the valve member 118 when there is a pressure ofapproximately 500 p.s.i. resulting from combustion in the space S. Thispressure is adapted to work upon the under surface of the valve member118 and the force caused thereby is insufficient for lifting the valvemember from its seat` However, as will presently appear, when thecombustion pressure is allowed to work upon the under surface of thepiston 100, the area thereof added to the area of the pressure area ofthe under surface of the valve member 118 is more than enough toovercome the bias of the spring 144. To minimize the forces tending toresist opening of the valve member 118, the spring 107 for the piston1110 is made relatively weak, being suicient merely to bias the plungerto the position shown in Fig. 2.

Assuming that the engine pistons 12, 14, are about at their innermostpositions (starting position), as shown in Fig. l, a supply of fuel-airmixture under pressure is injected into the combustion space S. Uponreaching a pressure of approximately 1GO p.s.i. the mixture will causethe lowering of the plunger 156 against the bias of the spring 172closing the switch 174. Closing of this switch will cause sparking ofthe spark plug 18S and ignition of the fuel mixture will take place. Theamount of fuel mixture, the initial pressure and temperature thereof,and the size of the housing 74 is such as to produce approximately 500p.s.i. of combustion pressure so that the expansion work of the ignitedcompressed fuelair mixture trapped in the combustion chamber potentiallyjust covers a full outward stroke of the engine pistons 12, 14,performing the diesel compression cf the counter cylinder, the suctionwork of the corresponding compressor cylinders, the air displacement ofthe compressor cylinders of the starting side, the work absorbed by theinjection system, the control system, the lubrication system and tocover all mechanical losses during the stroke.

Upon reaching the peak combustion pressure, which will be quite sudden,the combustion pressure will actuate the slide valve member 198 into alower position permitting the introduction of this high pressure intothe chamber 194 by way of the passageway 208, through the passage 213and into the chamber 98 below the piston 100 for actuating the sameupward thereby permitting engagement of the rod 102 with the valve stem106. As previously stated, the peak combustion pressure in the space Sis insufficient to open the valve member 118. However, with the addedpressure surface area of the piston 100, the valve member 118 will openby the combined operative movement of the rod 102 upon the stem 106 andthe pressure build-up on the under side of the valve member 118. It willbe appreciated that the opening of the valve member 118 by the aforesaidoperation is quite sudden and will occur almost instantly after the fuelmixture has been ignited, `In effect, the valve opens with a snap actionfor permitting an almost instantaneous introduction of the pressurebuild-up into the engine cylinder 10. With the valve member 118 in theopen position, the pressure in the chamber 74 will be admitted 8 pastthe valve seat 121i and into the engine chamber 1i) with such suddennessthat the engine pistons 12, 14 are driven outwardly in a manner similarto the normal operation of the engine, and normal operation willcommence.

The pressure being thus released, the valve member 198 can return to itsinoperative position as shown in Fig. 2. In moving to this position, theburned mixture in the chamber 98 below piston 100 will vent toatmosphere through the passageway 213, bore 2119, groove 210 and thepassageway 212. Upon this occurrence, the piston 104i will be forceddownwardly under the bias of the spring 1117 for causing closing of thevalve member 118 and preventing the escape of the pressure build-up inthe cylinder 10 during the return compression stroke of the pistons 12,14.

it will be noted `that the upper surface of the land 202 and the needlevalve 20@ of the slide valve member 198 present a differential of areasexposed to the combustion pressure, that is, the needle valve has ineffect a relatively small area subjected to the pressure when closed andtherefore the full combustion pressure of 500 p.s.i. would be requiredin order to move the valve member 198, while ence in the open position,the area of the land 2192 in addition to the full area of the needlevalve 21MB will present a relatively large area to the pressure. 1t willtherefore be apparent that the pressure in the space S may decreaseconsiderably, as is the case when the valve 118 is opened, withouteffecting the movement of the valve member 198. In fact, the area of theelements 200, 202 are so chosen that the valve member 198 remains in thelowered position, and consequently the valve member 118 in the openposition, until the pressure within the space S has reached a valueequal to the pressure at the exhaust ports of the cylinder 10. in themeantime when the pressure released from the space S falls below p.s.i.the plunger 156 will move upwardly under the bias of the spring 172 inorder to open the circuit to the spark plug 188. The apparatus is now incondition for another starting operation in the event the need arises.

Although only one embodiment of the invention has been illustrated anddescribed, it will be understood that this is shown for purposes ofillustration, and that the invention may be modified and embodied invarious other forms without departing from its spirit or the scope ofthe appended claims.

What I claim is:

1. An engine starter system comprising a housing deiining a combustionchamber, means for connecting said chamber to a source of fuel-airmixture, ignition means for igniting said mixture to produce apredetermined pressure in said chamber resulting from the combustion ofsaid mixture, valve means for controlling the ow of burned fuel mixturefrom said chamber and having an area subjected to said predeterminedpressure, means for biasing said valve means to a closed positionagainst the force of said predetermined pressure, said housing having acylinder-piston mechanism movable into engagement with a portion of saidvalve means, and means responsive to said predetermined pressure forcontrolling the introduction of said pressure into said cylinder-pistonmechanism for actuating said valve means to an open position.

2. An engine starter system comprising a housing dening a combustionchamber, means for connecting said chamber to a source of fuel-airmixture, ignition means for igniting said mixture to produce apredetermined pressure in said chamber resulting from the combustion ofsaid mixture, valve means for controlling the ow of burned fuel mixturefrom said chamber and having an area subjected to said predeterminedpressure, means for biasing said valve means to a closed positionagainst the force of said predetermined pressure, said housing having acylinder-piston mechanism movable into engagement with a portion of saidvalve means, and second valve lmeans normally biased to a closedposition -being responsive yto said predetermined pressure forcontrolling the introduction of said pressure into said cylinder-pistonmechanism for actuating said first valve means to anfopen position.

3. An engine starter system comprising, a'housing having a chambertherein, means connected to said chamber for rapidly creating a highpressure in a mediumtherein, valve means movable between open and closedpositions for controlling the ow of high pressure medium from saidchamber, means for biasing said valve means into said closed position,said valve means having a first means responsiveto the pressure existingin said chamber whereby said Valve means is urged towards said openposition as said chamber pressure increases, said biasing means exertinga force upon said valve means of sufcient'magnitude to prevent openingof said valve means when said rst means is so urged, and second meansengaging said valve means in response to increasedpressure insaidcham'ber to apply an additionalforce to said lvalve means which isof suicient magnitude in conjunction with the eiect of said first meansto overcome the bias of said biasing-means and move said valvc to saidopen position.

l4. An engine starter system comprising, a housing having a chambertherein, means connected to said chamber for rapidly creating a highpressure in 'a medium therein, valve means movable between open andclosed positions for controlling the flow of high pressure medium fromsaid chamber, means for biasing said valve means into said closedposition, said valve means when closed having an area subjected to thepressure existing in said chamber ywhereby said valve means is urgedtowards said open position as said chamber pressure increases, saidbiasing means exerting a force upon said valve means of sufficientmagnitude to prevent opening of said valve means when said high pressureexists in said chamber, and means engaging said valve means in responseto -increased pressure in said chamber to provide an'additional force onsaid valve means of sufficient magnitude in con- .junction with theforce of said high pressure 'rexerted on said area of said valve toovercome the bias of said biasing means and move said valve to said openposition.

5. An engine starter system comprising, a housing having a chambertherein, means connected to said chamber for rapidly creating a highpressure in a medium therein, valve means movable between open andclosed positions for controlling the ow of high pressure medium fromsaid chamber, means for biasing said valve means into said Iclosedposition, said valve means when closed having an area subjected to thepressure existing in said chamber whereby said valve means is urgedtowards said open position as said chamber pressure increases, saidbiasing means exerting a force upon said valve means of suicientmagnitude to prevent opening of said valve means when said high pressureexists in said chamber, and auxiliary means movable into engagement witha portion of said valve means in response to increased pressure in saidchamber to provide an additional force on said valve means which is ofsuicient magnitude in conjunction-with the force of said high pressureexerted on said area of said valve to overcome the bias of said biasingmeans and move said valve to said open position.

6. An engine starter system comprising, a housing having a chambertherein, means connected to said chamber for rapidly creating a highpressure in a medium therein, Valve means movable between open andclosed positions for controlling the ow of high pressure medium fromsaid chamber, means for biasing said valve means to said closedposition, said valve means when closed having an area subjected to thepressure existing in said chamber whereby said valve means is urgedtowards said open position as said chamber pressure increases, saidbiasing means exerting a force upon said valve means of sucientmagnitude to require a pressure exerted on said area of said -valvesubstantially -higher than saidhighpressure fin order to obtain openingof said valve means, and means engaging said valve means in response toincreased 'pressure in said chamber to provide an additional Yforce'onfsaid valve means of sucient magnitude in conjunction with the forceof lsaid high pressure exerted on said area of said Vvalve to overcomethe bias of said biasing means and move said valve to said openposition.

7. An engine starter system comprising, a housing having a chambertherein, means connected tosaid chamber for rapidly creating a highpressure in a medium therein,

valve means movable between open and closed positions for controllingthe ilow of high pressure medium :from vsaid chamber, means for biasingsaid valve means into said closed position, said valve means when closedhaving an area subjected to the pressureexisting insaid chamber wherebysaid valve means is urged towards said open position as saidchamberpressure increases, said biasing 'means exerting a force uponsaid valve means of sufiovercome the bias of said biasing means and movesaid valve 1to said open position.

v8. An engine starter'system comprising, a housing having a chambertherein, means connected to said chamber for rapidly creating a highpressure in a medium therein, valve means movable between open andclosed positions for controlling the flow of high pressure medium fromsaid chamber, means for biasing said valve `means into said closedposition, said valve means when closed having an area subjected to thepressure existing :in said chamber whereby said valve means is urgedtowards said open position as said chamber pressure increases, saidbiasing means exerting a force upon said valve means of sul-licientmagnitude to prevent opening of said valve means when said high pressureexists in said chamber, said housing having a piston located thereinwhich is movable into engagement with a portion of said valve meansremote from said area thereof, a passageway connected to said chamberand said piston, control means in said passageway responsive toincreased pressure in said chamber to permit said high pressure mediumto act upon said piston and cause movement of said piston to apply anadditional force to said valve means which is of sufcient magnitude inconjunction with the force of said high pressure medium exerted on saidarea of said valve to overcome the bias of said biasing means and movesaid valve to said open position.

9. An engine starter system comprising, a housing having a chambertherein, means connected to said chamber for rapidly creating a highpressure in a medium therein, valve means movable between open andclosed positions for controlling the flow of high pressure medium fromsaid chamber, means for biasing said valve means into said closedposition, said valve means when closed having an area subjected to thepressure existing in said chamber whereby said valve means is urgedtowards said open position as said chamber pressure increases, saidbiasing means exerting a force upon said valve means of suicientmagnitude to prevent opening of said Valve means when said high pressureexists in said chamber, said housing having a piston located thereinwhich is movable into engagement with a portion of said valve meansremote from said area thereof, a passageway connected to said chamberand said piston, control means in said passageway responsive toincreased pressure in said chamber to permit said high ll pressuremedium to act upon said piston and cause movement of said piston in onedirection to apply an additional force to said valve means which is ofsufficient magnitude in conjunction with the force of said high pressureexerted on said area of said valve to overcome the bias of said biasingmeans and move said valve to said open position, and means engaging saidhousing and said piston for biasing7 said piston in a direction oppositesaid one direction.

10. An engine starter system comprising, a housing having a chambertherein, means connected to said chamber for rapidly creating7 a highpressure in a medium therein, valve means movable between open andclosed positions for controlling the flow of high pressure medium fromsaid chamber, means for biasing said valve means into said closedposition, said valve means when closed having an area subjected to thepressure existing in said chamber whereby said valve means is urgedtowards said open position as said chamber pressure increases, saidbiasing means exerting a force upon said valve means of suicientmagnitude to prevent opening of said valve means when said high pressureexists in said chamber, said housing having a piston located thereinwhich is movable into engagement with a portion of said valve meansremote from said area thereof, a passageway connected to said chamberand said piston, control means in said passageway responsive toincreased pressure in said chamber to permit said high pressure mediumto act upon said piston and cause such movement of said pIS- ton toapply an additional force to said valve means which is of sufficientmagnitude in conjunction with the force of said high pressure exerted onsaid area of said valve to overcome the bias of said biasing means andmove said valve to said open position and means for biasing said controlmeans so that the portion of said passageway adjacent said chamber isclosed until said high pressure is achieved in said chamber.

11. An engine starter system comprising, a housing having a chambertherein, means connected to said chamber for rapidly creating a highpressure in a medium therein, valve means movable between open andclosed positions for controlling the flow of high pressure medium fromsaid chamber, means for biasing said Valve means into said closedposition, said valve means when closed having an area subjected to thepressure existing in said chamber whereby said valve means is urgedtowards said open position as said chamber pressure increases, saidbiasing means exerting a force upon said valve means of sufficientmagnitude to prevent opening of said valve means when said high pressureexists in said chamber, said housing having a piston located thereinwhich is movable into engagement with a portion of said valve meansremote from said area thereof, a passageway connected to said chamberand said piston and control means in said passageway responsive toincreased pressure in said chamber to permit said high pressure mediumto act upon said piston and cause such movement of said piston to applyan additional force to said valve means which is of sucient magnitude inconjunction with the force of said high pressure exerted on said area ofsaid valve to overcome the bias of said biasing means and move saidvalve to said open position, and means for biasing said control means sothat the portion of said passageway adjacent said chamber is closeduntil said high pressure exists in said chamber, and said control meanshaving integral means whereby a higher pressure is required in saidchamber to permit said medium to act upon said piston than is requiredto cause said last mentioned biasing means to move said control means toclose said adjacent portion of said passageway.

References Cited in the file of this patent UNlTED STATES PATENTS

